Railroad car end



Oct. 20, 1931. a. A. SPILLER ET AL RAILROAD 01m END Fiied April 5. 1929 4 Sheets-Sheet 1 L r. ---:--%:-------i-. lr mh Oct. 20; 1931.

G. A. SPILLER ET AL RAILROAD CAR END Filed April 5. 1929 4 Sheets-Sheet 2 g a 2 W26 Oct. 20, 1931. G. SPILLER ET AL 1,828,150

RAILROAD CAR END Filed April 5. 1929 4 Sheets-Sheet 4 Patented Oct. 20, 1931 UNITED STATES PATENT OFFICE GEQRGE A. SPILLER AND GEORGE T. JOHNSON, OF COLUMBUS, OHIO, ASSIGNORS TO THE BUCKEYE STEEL CASTINGS COMPANY, OF COLUMBUS, OHIO RAILROAD CAR END Application filed April 3, 1929'. Serial No. 352 5202.

This invention relates to railroad car ends, and especially to a fixed end for gondola type cars. More specifically, the invention pertains to a typical gondola car having fixed ends, that is, there is no door in the end of the car, but a fixed wall, which is usually constructed of rolled sheets and shapes, riveted together.

There are many objections to the built-up type of car end. For example, it soon becomes considerably bulged, and otherwise distorted, due principally to end-wise shifting of loose lading, and to careless handling of unloading crane buckets, so as to demand repair or replacement. Furthermore, the sheet portion or web is relatively shim-being only about one-quarter or five-sixteenths inch thick, and when the car end is bulged, the rivet holes tear, or the rivets loosen, and such loosening of the connections destroys its strength.

In addition, the distortion of the car end is transmitted to the brake staff, which is attached thereto, and interferes with its safe and efficient operation. 7

H-shaped beams, are often placed horizontally across the end of the car at intermediate levels in order to stiffen the car end, but such beams bend outward and they also collect dirt and water, so that their use is objectionable.

The primary object of the present invention is to provide a car end which will elimi nate such disadvantages, and we have found it possible to design such a car end providing it is of a one-piece or cast metal construction.

Other objects of the invention are to provide a car end of this character that is properly reinforced to take care of the various strains to which it is subjected; that may readily receive and support stakes employed in increasing the height of the car body; that is provided internally with an integral insideladder; that may be furnished at its lower corners with push pole pockets, chain pull holes, and corrugated jacking pads; and that is further provided wi h means to permit of the air brake pressure retaining valve being mounted on or removedfrom the exterior of the carend, evenwhile the car isfully loaded.

It is-customary to heap up coal and other bulk material with which cars are loaded. For each material, there is a certain angle of repose above which it cannot be heaped. Due to starting, stopping and buffing of trains, the top materialat the ends of the cars is disturbed, and the material rolls off over the ends of the car, unless it is provided with gabled ends, which are higher than the car side. The idea of using gabled ends is not novel with us, butthe means of constructing this gable or heaped end in connection with a castcar end is, we believe, new, and it istherefore another object of the invention to furnish a novel cast metal car end in which the gable is integral with the main portion of the end.

A further object is to provide a cast metal car end, including an integral chain pull loop for the emergency chaining of cars together in case a coupler fails to function. This loop will preferably be located just above the lower horizontal reinforcing member of the car end, and will be integrally united therewith by a heavy vertical rib on the inside of the car end.

\Vith the foregoing objects outlined and with other objects in view which will appear as the description proceeds, our invention consists in the novel features hereinafter described in detail, illustrated in the accompanyingdrawings, and more particularly pointed out in the appended claims.

Referring to the drawings,

Fig. 1 is an elevation of the improved car end, viewed from its outerside.

Fig. 2 is a top plan View of the same.

Fig. 3 is a vertical sectional view on the line 33 of F ig; l.

Fig. 4 is a similar view of a detail on the line H of'Fig. 1.

Fig. 5 is a horizontal sectional view of a detail of a; modification.

Figs. 6 and 7 are respectively, a front elevation and a vertical sectional view of this portion of the modification.

Fig. 8 is a front elevation of a simplified embodiment of the invention.

Fig. 9 is a top plan view of the structure shown in Fig. 8.

Fig. 10 is a vertical sectional view, taken on the line 10-10 of Fig. 8.

Figs. 11 and 12 are respectively, a front elevation and a vertical sectional view of an alternate form of bracket to which the brake controgalca.

terior a. M a.

0 t ca endshown in Figs. 1 to 3 ini'h i vviiiihoiiif improved gable extension." i Fig. 14 is a ttifi'plan'view of the'cai end, shown in Fig. 13.

Figs. 15 and 16 are vertical sectional views taken respectively on linesrltifl and 16- 16; of Fig. 13. H Fig! 'lfi is'an elevation'of' the lower portion dflihe ear end shown inFigs. 8 to 10 inclusive, bit-limo! improved chain pull loop, which is integral threwith t L Max: 10 is: a vertical. sectional view on the IineQS -Mdfi FigUI'I. I i I Figi IQi'e a horizontal sectional view of a; Marmara line 19--19- of Fig. 17. t 1 "In-the embodiment =of the invention illusa tiruted manger to 5"inclusive,-15 designates the) metal'cafsting-forming our one piece fixed ear endi" "Of coursei in making such casting, flhe' various portions thereof, will be :made at requisitethickhess' to withstand without disttwtiml or breakage, the severe strains to which suoh structures are subjected. 4

The web 16 of the structure is provided at itsl'npper'end with an outwardly extending fi ange i l which-is interrupted at a plurality of d pointsby stake pockets 18 which affefi'eimdoreed at their lower ends by flanges or beads 19 that have their ends merginginto the'web 161 1 thevplaces where the pockets aihiocatedflhs Hangel'? is extended or thicln emdj'nsbshown at 22hr 23, so asto provide a ru ed construction at these places. ln ga rdlymxtending flanges 23 are provided'ullong the-side'edges of the web,- and they merge near their lower ends'into a horizontal bdttma flange 124; the flanges 23 and24 being pmvidedfiwith la ertures 25'to'receive .the rivets employed an fastening. the rear end to the sides and; bottom or floor of the car. 3 From Figs. 1 and 3, it maybe seem that the endfiflofiflle flange 17 are arranged at angles to the main pdrtiomof this flange, and they projeutuinwiu'dly over the flanges 23;"and those fimrg'es imanotehed at their uppenends, (see 27), to receive the top or bulb angles28 tl'llhiexliendi along 'thelsides of the carwb'ody (one of said angles is shown in Fig. 1). The lxhnllioins fifi'are apertured at 29 for the purpose of riveting the same toithe bulb angles ajitheleides ofithocar. I enmdv'erting tozEig-l, it may be seen that the flan e 17 is also reinforced byan apron wlihio is' equailin length to the carend, and is gradually tapered upwardly fromits eential pmtion toits ends. This makes the apron deeper or of greater strength wherethe latter is required most, that is, at the medial portion of the car end. It will also be noted that this apron merges into the stake pockets, so that the integral parts at the top of the car end furnish the requisite strength and d! 'l' KW tlid flirt is i'einforced Fig. 13 is an elevation of the upperportion, ELShBlf 31 which is strengthened by an i pron 32. The ends of the apron and the inne'r' 'ortion ofth'e shelf merge into the web, and't'vbp i'dferto malts-this apron also of grspter ,depth at its medial portion, to provi the greatest reinforcement where it is most needed, ,Lugs 33 are arranged on the shelf, and are reinforced by ribs 34, and these lugsiare' placed to receive. the lower ends of stakes inserted through the stake pochets so as to prevent such stakes from shifting lengthwise of the shelf.

-Bet'weenv the flange 17 and the shelf, we place an internally projecting pocket 35, and the po'rtionof. theweb covered by this pocket is provided with an elongated opening 36 andi'ventically disposed slots 37 This construction allows the, brake pressure retaining valve to 'besecured to the car end from the exterior of thelatter. r v

'Above? and below the shelf, the Web is pro vided with foot pockets 38 which form an inside ladder for the car end. i

; Pushpolepockets 3-9 are provided on the loweroorners of the web, and as these corners are-nei-nforced by the bottom and side flanges, theyare capable ofwithstanding the forces to which they aresubjected. I

We also extend the web downwardly at these corners, to provide extensions. 39 which have side flanges 40 forming extensions of the side flanges ofthe webs. Each of these extensions is headed at 42, and such bead extends. from the bottom flange to a jackin padi43; that is provided with a corrugated lowenzsurfaoe. The construction of the extensions admirably fits the same to receive holes 44nadapted for the reception of emergency pull chains, and the edge of the hole is headed or thickened as'shown at 45, and. this bcadiisjoined by a thickened neck 46 to the md 42m --=We aisoprefer to join the beaded portion at-the, edges ofthe holes to the bottom and side flanges by thickenedparts or necks 49.

Insteadof arranging the stake lugs on. the

shelf asshown in Figs. 1 to Binclusive, we

may, in-icases Where the shelf may b made Wider, provide, the shelf with three lugs 50 fomeachstakaas shown in Figs. 5 to 7 inclusive; In such construction, the lugs will confinethestakes from movement in any dir' 'rectiomand the outermost one of each set of lugsanay be reinforced by a rib 51, which merges into'thelskirt32 of the shelf.

ii'zlnthemodification shown in Figs. 8' to 10 inclusive, the construction has been simplified for use in cases'wbere'the stake pockets, the

tsas j e chain pull holes or the roughened jacking pads are not desired. In this form of the invention, the top flange 1'? is unobstructed or unbroken from end to end, and the shelf 31 has a smooth upper surface owing to the elimination of the stake retaining lugs.

As a further distinction, the retaining valve bracket consists of short shelf 35, provided With an (iron 35 in which the vertical slots 37 are ormed. Both the shelf and apron are reinforced by a rib 35 which is integral with the web 16 the shelf and apron.

Instead of r the retaining valve brackets shown in Figs. 1 and 8, we may employ the alternate construction which we have designed, that is illustrated in Figs. lland 12. In this form the web 16 of the car end is provided with an integral open ended troughshaped member 35, which has vertical bolt receiving slots 35 In the modification shown in Figs. 8 to 10 inclusive, the push pole pockets 39* are positioned on the extensions 39", instead of in the corners at the lower end of the web.

As a resume of some of the advantages of the invention, we may state that the top corner connection 26 provides a substantial ad vantage over the intricate details in built-up construction, as to the number of parts and ease of riveting. Its greater thickness resists corrosion, fewer rivets are exposed, and a stiffer corner is made. The same remarks also apply to the side flanges 23.

It may also be noted that the car end as a whole is stiffened by three integral members 17, 31, and 24 which are of suflicient section to prevent any appreciable bulging. The flange 2 also stiffens the corners where the push pole or chain is applied, and seals the car floor and under-frame at points where corrosion is most likely to occur.

The intermediate reinforcement 31 effectively stiifens the central portion of the car end, and as it is tapered from the center toward the ends, the reinforcement is distributed to most advantageous points. F urthermore, this reinforcement presents smooth rounded surfaces which provide a factor of safety and resists corrosion. The shelf also serves to hold the lower ends of the stakes, when such stakes are used.

Top member 17 has three functions; it stiffens theupper part against the bulging effect of the lading, provides a wide smooth top rail for resisting blows and for making connection with the bulb angle along the sides of the car, and make possible the inclusion of integral end stake pockets 18.

It is well known that in gondola type cars,- there is an air pressure retaining valve near the brake staff, and that this valve is part of theair brake system. Such valve is usually attached to the car end by two bolts which extend through holes in the sheet metal form.-

ing part of the car end. The heads of the bolts are exposed to the corrosive action of the elements, and the lading, and they cannot be replaced unless the car he at least par tially unloaded, owing to the fact that when the car is loaded, theload will cover the inner ends of the bolts. The structures 35, 35 and 35 which we have designed, will remove the above mentioned disadvantages, as the inner ends of the bolts will be protected from the elements and from the lading, and the bolts may be manipulated or replaced from the exterior of the car. The vertical slots are used in these structures instead of round holes, in order to facilitate attachment of the valve.

It may also be stated that in a train of empty gondola cars, a trainman traveling from car to car, must either jump down on the floor and climb out of each car, or walk the bulb angle along the upper edge of the side of the car, unless the cars are provided with inside ladders. Our design of integral inside steps 88 demonstrates how well such details can be taken care of in integral construction. There is a large and comfortable bearing area for the trainmans foot. No por tion of the step project-s appreciably into the interior of the car, to become a nuisance or a hazard. These inside steps are also located beside the outside ladder (not shown) and are staggered, for greater convenience.

The push pole pockets 39 are easily formed in the integral construction, and partly because of their location, will require no rein forcement. I

By means of the chain pull holes the cars may be chained together temporarily in case a coupler fails to function.

The jacking pads 43 are used when trucks must be removed from under the car body, and due to the corrugations on these pads, slippage between the car body and the head of the jack will be prevented.

e may also mention that the integral construction which we have designed, allows metal to be removed from locations where it is not useful, and placed at points where needed. It presents smooth rounded surfaces, and fewer joints, reducing corrosion and accidents to a minimum, and eliminating points of stress concentration. It saves the worle: incident to collecting and fitting many sepa rate pieces. The number of rivets, particularly is reduced, and the integral car end will dispense with a large number of parts, and effect a very substantial saving iniweight.

As heretofore stated, it is common practice to heap up coal or the like with which cars are loaded, and for each material there is a certain angle of repose above which it cannot be heaped. Due to starting, stopping and bufiing of trains, the material at the ends of the car is distributed, and it rolls off over the ends of the car,unless such ends are provided with gable extensions which are higher n. in

th'an the car sides. Such extensions ma be admirably worked into cast metal car on s in accordance with our invention. For example, the form of the invention shown in 1 to 3 inclusive may be provided with a gable extension, as illustrated in Figs. 13 to 16 inclusive. In this form of the invention, the main web 16 is extended upwardly to provide a gable web 16 of gradually increasing height from its ends to its central portion, and the upper edge of the gable web is provided with a reinforcing head 16 throughout its whole length, both for the reasons of safety and strength. This bead is constructed with a comparatively large radius fillet 16 on the under side, so that unloading buckets, hooks, etc, will not catch on it. The web 16 is also reinforced by four ribs or braces 16 which are continuations of the walls of the stake pockets 18". It will be noted'that the two central ribs 16 diverge u wardly, in order to receive their share of t cloud, and to reinforce the gable vertically against possible blows. As shown in Fig. 15, the centrai ribs are also of gradually decreasing width from the flange 17 to the upper edge or the gable extension.

While we have shown the gable extension feature as applied to a car end of the type shown'in Figs. 1 to 3 inclusive, it is manifest that this feature may also be incorporated in a structure of the type shown in Figs. 8 to 10 inclusive, or in any other integral car end falling within the spirit of our invention.

Instead of using the chain holes 4-1, we may provide our car end with a chain pull loop 44", as shown in Figs. 17 to 19 inclusive. Such loop may be used for emergency chaining of cars together in case a coupler fails to function; It will be noted that this loop is located just above the lower horizontal reinforcing flange 24", and is integrally united therewith by a heavy vertical rib 44 which is arranged on the inside of'the car end. This is a most advantageous position for strength, and particularly so since the loop is located at or near the ion 'tudinal center line X'of the car (Fig. 17)." his pulling loop may be placed at the exact center line of the car end when such a position will not interfere with the particular coupler operating device used.

While we have disclosed what we now consider preferred, embodiments of the invention in such manner that the construction and advantages may be readily understood by those skilled in, the art, we are aware that various changes may be made in the details disclosed, without departing from the spirit of the invgntion asexpressed in the claims.

Having fully described our invention what we claim as, new and desire to secure .by LettewPatent, is

A one-piece metallic car end provided withzreinforcing flanges suid flanges being integral with thecar end and with each other where they meet.

2. A one-piece metallic car end provided with top, bottom and side reinforcing flan said bottom flange being integrally unite 'at its ends with the lower ends of the side flanges; i 3. A one-piece metallic car end, provided with-reinforcing flanges, one of whichprm jects from one side thereof, and another of which projects from the opposite side thereof, said flanges being integra ly united at their ends. 1

4. A one-piece metallic car end, provided at its upper edge with a reinforcing flange having :1 depending strengthening apron, and reinforcing means merging into-the flange and said apron.

:5. A one-piece metallic carend provided at its upper edge with a reinforcing flange having a depending strengthening apron, said apron tapering upwardly from its medial portion toward'the ends of the flange. 6. A one-piece metallic car end, having side flanges and a top flange, the top flange having end extensions projecting over the upper ends of the side flanges. a

' 7. A one-piece metallic car end having side flanges and a top flange, the top flange'having end extensions projecting over the upper ends of'theside flanges, said side flanges havin notches at their upper ends'arranged benea the extensions of the top flange. I

8. A one-piece metallic car end including a web provided with top, bottom and side flanges, the top and bottom flanges projecting in opposite directions, one of the last men tioned flanges being integral with certain ends of the side flanges.

9. A' one-piece metallic car end including a web provided with top, bottom and side flanges, the top and bottom flanges projecting in opposite directions, one of the last mentioned flanges being integral with certain ends of the side flanges, said top flange having a depending reinforcing apron. I 10. A one-piece metallic car end, including a web provided with top, bottom and side flanges, the top and bottom flanges projecting in o posite directions, and an intermediate rein orcing shelf arranged between the top and bottom edges of the web, and projecting from the web.

11. A one-piece metallic car end,'-including a web provided with'top, bottom and side flanges, the top and-bottom flanges project ing in oppositedirections, and an intermediate reinforcing shelf arranged-between the top and bottom edges of theweb, and projecting from the-web, said shelf having depending reinforcing apron; 12.. A one'piece reinforced metallic'car end, includin a substantially-.rectangular:web provide at its lower corners with depending extensions, and an angular flange reinforcing each of said extensions, and merging at its upper end into a reinforcement of the web.

13. A one-piece metallic car end including a web provided with a top flange and an intermediate shelf, stake pockets provided in the flange, said shelf being positioned beneath said pockets to support stakes inserted in the pockets.

14. A one-piece metallic car end including a web provided with a top flange and an intermediate shelf, stake pockets provided in the flange, said shelf being positioned beneath said pockets to support stakes inserted in the pockets, and lugs on the shelf for retaining stakes in position.

15. A one-piece metallic car end including a web provided with a top flange and an intermediate shelf, stake pockets provided in the flange, said shelf being positioned beneath said pockets to support stakes inserted in the pockets, and reinforced lugs arranged on the shelf and cooperating with the poohets to retain stakes in position.

16. A one-piece metallic car end, including a web provided with a top flange and an in vtermediate shelf, stake pockets provided in the flange, said shelf being positioned beneath said pockets to support stakes inserted in the pockets, said flange being widened at the places where the pockets are located.

17. A one-piece metallic car end, including a Web provided with a top flange and an intermediate shelf, stake pockets provided in the flange, said shelf being positioned beneath said pockets to support stakes inserted in the pockets, each of said pockets having a reinforcing bead at its lower end, the ends of the bead merging into the web.

18. A one-piece metallic car end includg a substantially rectangular web proed with a top flange having a reinforcing apron at its outer edge, walls joining the web and apron and spaced apart to provide stake pockets at the upper end of the web.

19. In a metallic car end, means for mounting a valve on the exterior thereof, said means including bolt receiving apertures, and an accessible recess permitting said bolts to be attached or removed from the exterior of the car end.

20. A metallic car end including a part having bolt receiving slots, a portion of the car end being recessed to permit the passage ofbolts through said slots and said bolts to be attached or removed exteriorlyfrom said part of the car end.

21. In a one-piece metallic car end, a substantially rectangular web provided with integral pockets forming ladder steps, said steps projecting exteriorly of the car end only.

22. A one-piece metallic car end including a substantially rectangular web having lower depending corner extensions provided with integral push pole receiving pockets.

23. A one-piece metallic car end including a substantially rectangular web, edge flanges reinforcing the sidesand bottom of said web, and push pole receiving pockets integral with the lower corners of the web and reinforced by said flanges, said pockets being positioned below the bottom one of said flanges.

24. A metallic car endhaving lower depending cornerextensions provided with reinforced pull chain apertures.

25. A one-piece metallic car end including a substantially rectangular web provided with side and bottom flanges, extensions depending from the lower corners of the web, flanges extending along the side edges of the extensions and merging into theside flanges of the web, and jacking pads at the lower ends of the extensions, merging into the flanges of the extensions.

26. A one-piece metallic car end of the vertical type provided with an integral upstanding gable extension and a substantially horizontal reinforcing flange having stake pockets therein.

27. A one-piece metallic car end of the vertical type, including a substantially rectangular web and a substantially horizontal flange, continuations of said web forming an upstanding gable extension of increasing height from its ends towards its central portion.

28. A one-piece metallic car end of the vertical type provided with an integral upstanding gable extension, said extension being of increasing height from its ends toward its central portion, said car end also having an integral substantially horizontal flange at the base of the gable.

29. A one-piece metallic car end of the vertical type provided with an integral upstanding gable extension having reinforcing ribs extending upwardly from the main portion of the car end.

30. A one-piece metallic car end of the vertical type provided with an integral upstanding gable extension provided on one face thereof with integral reinforcing ribs which extend upwardly from the main portion of the car end.

31. A one-piece metallic car end of the vertical type provided with an upstanding gable extension and a substantially horizontal reinforcing flange, the gable extension having reinforcing ribs extending upwardly from said flange, certain of said ribs diverging upwardly and being of increased width toward their lower ends.

32. A one-piece metallic car end of the vertical type provided with an upstanding gable extension which is integral with the car end and provided at its upper edge with a reinforcing bead having a fillet on its lower side of relatively large radius for the purpose described.

33. A one-piece metallic car end provided 5 with a substantially horizontally disposed reinforeing flange having stake pockets therein, and an upstandin integral gable extension projecting upwar ly beyond said flange, and reinforcing ribs for the extension, integral with the latter and formin continuations of the walls of the stake poc ets.

34. A metallic car end including a web provided with a reinforcing flange, a chain pull loop integral with the web, and a reinforcin rib arranged in alignment with the loop and integral with the web and flange.

85. A oneiece metallic car end including a web provi ed with a top flange and stake pockets in said flange.

In testimony whereof, we have signed this specification.

GEORGE A. SPILLER. GEORGE T. JOHNSON. 

